Internal-combustion engine.



I H. J. PODLEK. INTERNAL COMBUSTION ENGINE.

APPLIDATION lILED SEPT. 1,1909. 985,703. f Patented Fenzs, 1911-.

2 SHEETS-SHEET l.

R N .Sk

H. J. xoDLEK. Y INTERNAL COMBUSTIDN ENGINE.

ARPLIOATOH FILED SEPT. 1, 1909.

Patented Feb. 28, 19H.

2 SHEETS-snm z.

F/cr. 5.

- oLnsAn, i oiiizen .the engines speed ey it oir comprising ihe nii EUSTQT :EN GENE.

e Siwatw 0f Leners .esil- 28, HELL Origin-i1 application L filed. Sep'em- To all 'wher/L may conc Be it known iihol.

siding in theh Cook, nini-Stine o; ceiuin nenv or l u tei'nsloiuln" i known os (4 b lowing is :i specieoliionc My inventioni-el.. to suiil intenzil-comf buslion engines, or, biicly, gas engines, geneinlly,nnfl spe 'iiofiily so iliose devi 3s that ni'c enii'aloyefl lio pioiluce, hi'ough the ziifl of the eiig'incs suciion, the lplosiye i'i'iixtuie charges foi ilie engines anni siinultoneousiy regulate ille speefl of vthe engine by the throttling method, iho; by coniiolling,- ,the quantity oi' the explosive niixiuie for the successive c. urges. These devices regulate o fing the quantify of lhe explo@ per choi'ge; when ille quoni'ity L charge is vni'iod, the i: ulb-nt compression is yoiiecl ondfience also ie ine-n effective piessui'e, oeing dni ing` the Working stroke, is vziiiecl. The turning fome M ius 'Uziiiee o D Lou, L e il l, lioL c hoi e Po he power required of ilie engine. The devices' of this character are commonly known :is

tlirol'ling gevel-ners, or ieguloois, though 'application foi' letters lnient, Seiiol lilo.

SSSKIQO, iilecl August lf3, 1?07..

The object of this inveniion is ifo pioficle neans whereby the piopoilions ofiuel nul re are ya iecl 'I' the quziniiiijsf, unil hence eouioiessiol, if-

ifiei'l; the vuiiiuions in lue A* fuel snel on* foi' She el' #el relation as lio obtain o, iniiifuie ci. suitable oflhe degree ci? compro, inuloneously obiaiined'. is well liiiown those oiniliai' Willi llie oi" inion of gos engines. tha, to' obtain best results and econoiny in opeiatiou, ihe niixiui'es employed must be comparatively iiclie in fuel when -olosive mixtures in .i'hich the fuel con- ;uent oli rho i ure is automatically Vs,-

l piessui'e to which zlie mixture is compressed, i lie liest results and economy in opeiaiug engines. vBy thus varying l l e Qropoilionzil conposiion of explosive mixture, ovecoine t` e diiicolties, such as 1 ,sooting up the engines valves,

l etc., nies W'tli in the piesent cleprono-'tions of 'fuel and air, comprising che ure, remain unchanged throughou ile ren e of controlling,- the quantity o mixture fed. With the piesent devices when it is desired to vary the piolooiiionsof fuel snol ai?, either IBhe valve controlling ehe fuel supply, o1 the one, if provided, contiolling ehe oir supply, is i'eocljustecl by hand, oi', 'boh at elle saine time ieofljnstel. lilow, these .odjusinei'is ore suoli that a piopei mixture is obtainecl when the engine is operating Linder heavy load, o comparatively high compression lieing thus obaoinecl., that niixuie will be too lean, in fuel, for the 1reduced compression, oboined when ille lood on the engine is climinished; unclei' these leiter eonfitions,the niixuie will bnin slowly, piocloce bockir ing oi' explosions in ihe mixing chamber of the device and much distnib the propel' operation oi the device and hence for the engine. ui'theinioi'e, such mixture is ignited Wil'i great oi'lficuliy; Wheneve, during opf eroi/ion oi :1 engine,

is heck liing op# pesisVtlio engine atie L reaclguss *the ici mixture', such ioss of inveniion is to piocluce one form of device and through a portion ot' a cy der head of a gas en ine, a

"i whose combustion cham er is o and. similarly shown; as shown, the device is arranged to use either liquid hydrocarbon fuels or gaseous fuels. Fig. 2 is adetached detail olf Fig. 1 showing' the throt tling valves and the mechanism :tor operating these, in enlarged scale. llig. 3 is a sectional elevation ot another form of my device; as shown, the device is arranged to use gaseous fuels. l is a detached detail, 'enla l showing the throttling valves and the o2 i ing mechanism. Fig. 5 is an end i. stationary 1gas engine provided e operated by the engines governor. .nar reference numerals Adenote like s throughout the several views.

l!" l, 26 is a cylinder head, containing' the mixture inlet passage 5, and the inlet valve 9, 'which is held normally closed by and suitably opened by valve lever i cylii'ider head 26 is attached to the eng," e cylinder 27, directly" over the combustion. cluunber (i. Attached tothe cylinder head a casing 22, having an air inlet passage 1, this passage 'dividing into two air fes and 3, which communicate with e outlet passage 1,52* is another air e communicating with outlet 4; 71 .is a plug valve controlling the passage 2, it is shown open, as it preferably' would be when gaseous Enel is to be used.

8 is a valve controlled port in outlet pasl sage 4r, and 7 is a valve controlled port in l, the ports being formed byY ridges condens, making it easier to in the-valves," ln the port 7 is a double winged v'alve 7, rigidly secured to a vpivotal shaft la, the bearings of this shaft being suitably formed in the sidewalls of the conduit. The shalt is extended outside of the casingv to carry an arm 12, lixcdly attached to the shaft; lilzewise, in port 8 is a double-Winged valve 8,

rigidly mounted on pivotal 'shalt 13, which extends through the casing and carries an arm 10, lixedly attached to the shaft. The valve 8 is, as will be apparent, a main throt tling valve, controlling the total quantity of mixturelor .each charge, and the valve7, an auxiliary throttling valve, controlling the quantity of air passing through the conduit 3 for each charge. 'llie function ot this proportionate variations of degree of vacuum in the tuoi receiving air conduit (conduits and 2n) compared with the degree of cnam in that portion of the conduit 4 'that is ahead of the main throttling valve when this is varied by the action of the main throttling valve. For example, when the valves are ina position as shown in Fig. l,

device the throttlinnr valves oi.

the side walls of the passages or iary throttling valve'is to elleet dis-v 'the auxiliary throttlinrfl valve just opening, the degree or vacuum, during suction stroke,

will be practically the same in conduit 2al and conduit 4t; now, it the valves are opened farther, the auxiliar throttle will permit air to enter through conduit 3, and thus the degree oil vacuum in conduit 2a will be relatively reduced as compared with'that in conduit 4f. The object of this is, as will be more iully explained further, to produce variable suction on the fuel feeding mechanisms and thus to obtain mixtures of variable composition of fuel and air. 'lhese valves 7 and 8 control the area o1' elective aperture through their rzspcctive ports y:and by rotating the .will bc observed that the arms 10 and 12 vare pivotally linked together by a connectingr rod 43, (Fig. 2) and that thus the two throt tling valves 7 and 8, will move simultaneously; this rod 4:23 is pivotally attached to arm 10 at 16 and to arm 12 at 17. The rod lf3 is constructed so that the distance between the pivot ccntcrslG and 17 can be varied by changing the length of the rod through means of the turnbuclcle 42. The purpose of this adjustment is to facilitate obtaining any desired angular relation of one valve to the other with respect to their closing position. For example, it may be desirable, on account ot condition o tfuel, etc., to have the valve 7 .close somewhat earlier in one case than' in another", `to`obtain earlier closing of valve 7,

the rod 43 would be adjusted to be somewhat longer than tor the later closing: It is preferable, as will be apparent, to have the valve 7 close belore the valve 8'closes; the latter, however, need close only when vit is desired to completely shut off the charges. A tui-ther adjustment is provided for the purpose of obtaining relatively faster, or slower, rate of movement of Valve 7, in correlation with the rate of movement of valve 8. This adjustment is provided for by shitting the end ofarm 12, where the pivot 17 is engaged. By securing this pivot 17 at ditl'ercnt positions in the slot., the different effective lengths ofthe arm, ope ating the valve 7, are obtained. lt will be apparent that when the ellective arm on valve 7 is changed and the effective arm on Valve 8 rcmains the same, the relative rate ot movement of the two valves will be changed.

The purpose of the above adjustment, namely, to secure earlier closing ot' one valve than the other, or, to secure relatively faster movement, of one valve than of the other, or, to secure both conditions simultaneously, is

to facilitate obtaining any desired variation of lative degree of vacuum, hencedret, in the air conduits 2 and' 3., during suction stroke of the engine', The object, which is to l; gradually lobtain a relativelyT higher degree tionately more fuel is drawn in tor the iniziN ture as the compression is reduced., the above adjustments being so inadev that the variations in proportion of fuel and air are, in suh correlation with the degree of compression, at any momentl obtained, that the mixture obtained is the most suitable one for the compression simultaneously obtained. It will be understood by those familiar with operating gas engines, that by means ot these above adjustments, together with a suitable initial adiustinent of fuel supply, the suit- .able and' desirable variations in the proportions of fuel and air, in the mixtures, will be obtained automatically, and for almost any range in variation of speed, or of load.

`Referring to Fig. l, with particular ref erence to the operation of. the fuel feeder, 53 is a valve controlling a port 53, through which gaseous fuel may lie-admitted, or fed, into the conduit 2li, the fuel being. suitably supplied through u' pipe (not shown) having a regulating and cut-ott' valve, and communicating with chamber (38 through port 5G. The valve 53 normally closes the port 53a, being held against the l seat in the port by a spring 5'4". rlhe tension of this spring is preferably so adjusted, by means of knurled nuts 5l und 55, thut the pressure ot the gas supply is just barely counter-balanced when there is no partial vacuum in conduit 2a. 7l is a plug vulve by ofhich the' opening through conduit 2 may be varied, or closed altogether. "T2 is a similar valve controlling the opening through conduit 2;' as shown, the valve 72 is closed and valvel partly open. lt will be apparent that Whenever a partial vacuum is created in conduit 2a by the enginels piston during the .suction stroke, the pressure on thel gas in fuel feeder will open the Valve when gas will be fed into conduit 2a, through which air is then being drawn' into the engines'eylindcr; the gas and air will mix, this mixture passing, after being suitably diluted with air drawn in' through conduit 3 to form a suitable explosive mixture charge, into the combustion chamber ot' the engine, Where it will, after being compressed, be ignited when it will burn and producing power. The gas fuel feeder will l expand, l, is best e i also operate when the valve 7l is closed and valve 72 open, but, as u'ill be apparent, the and air will he more thoroughlyv mixed when the nir is drau'n through conduit 2 than it it ivcre drawn through conduit Referring new aguin to Fig. l, with particular reference to the liquid luel feeder, is spraying nozzle, positioned in air conduit 2, and extending into the casing wall Where it communicates with a fuel inlet passage through a valve-controlled port l0. rl`he `fuel inlet passage communicates with a liquid fuel reservoir 3l, to which the fuel is supplied through pipe 3o, any surplus oli' fuel overlloufing the brid ge\vall ll, into conduit- 33 and troni there through pipo 25T; the liquid fuel in the reservoir Ell is thus kept at constant level, or head. The port or valveescat l() iscontrolled by a needle valve 3l, this being adjustable so rthat dil'i'erent size tree openings through port l() may be obtained to accommodate (,lilterent conditions of fuel, atmosphere, etc. rlhe arrange nient just described is one ot' a. liquid fuel leeder t'or gusolene engines, now in general use.I l prefer to use this Yl'uel feeder as it gives very satisfactory service with stationary engine, to which l show the device aitlached. However, any torni ot liquid fuel leeder in which the feeding operation is dependent, more or less, on thev engines suction can be used in combination in my device. lllhen liquid luel is to be used the plug `Jalve i2 would be open and telve-Tl closed.

rthe operation of the fuel feeding dille/'ice j ust described, in combination with my dcvice, this: 'the engine being .in motion, u partial vacuumis created by its piston duringthe suction stroke. Vlhe moment this inlet 'alve 9 is opened, this parti-ul vacuum is extended into the conduits el, 2 and 3, and l, and a quantity ol air will be drawn in through these conduits. YWhen lhore'is partial vacuum in conduit 2 and the needle valve 3l is open, the liquid 'fuel will be drawn up (or rather pushed up by the atmospheric pressure acting on the liquid in del, forcing it up through 3.3, -i0 and 30) into the conduit 2,through nozzle 30; the quantity of fuel so drawn up will depend upon the duration ot the suction, the degree of vacuum created und the size otlree opening in port l0, the level, or houd, ot the' liquid remaining constant. 'lhe liquid so ted is vaporized and coimingles with -the air rushing through the conduit 2 forming u. comparan tively rich mixture which is diluted in the conduit l hy air admitted through conduit 5, to such degree as lo torni a proper eXplosive. mixture lor the charge.

rthe operation ol my mixture-producing andvspeedregulating device, shown in Fig. lained in connection with a stationary gas engine whose speed is to ybe largest to the smallest requisite, f to the load.

' the usual.

elfected 'by maintained uniform, in which case the throttling valves 7 and 8 are operated by the engincs governor, through suitable connections, as shown in Fig. 5,-tor example. The

vconnection .tor operating the tlirottling valve the governor is eltectcd through rod l1, one ot whose ends is pivotally secured to' arm l0 at lli, and the other end suitably connected to the governor' mechanism, whereby the rod l1 may be given reciprocating nioreuientas the speed f the engine, and hence ofthe governor, tends to vary. As the speed varies, the governor balls 61 are caused to ily into different positions, thus imparting a reciprocating movement to a loose sleeve 70, to which .the rod ll is suitably connected. The adjustment of the connections between the governor and the throttling valves is such that the valve 8 is open to such'exteiit as to admit a full charge before the engine attains thev desired speed. The action of the governor upon the rod 11 is such that a variation of small percentage ofA the eiigiiies speed Willsut'- licel to give sufficient movement to the rod 11 to so operate the valve 8 to throttle-or vary the.` quantity ot' mixture from the according The starting of a gas engine provided with my throttling governor is done in any ol the usual ways, and the cyclic operations of inhaling tlfe charge, compressing, igniting and enpandin and exhausting, are also The i'erence in action ofiny device, as compared with similar present `devices, is in automatically varying tlieproportionnl `composition of the mixture With the variations 1n degree of compression, the variations in degree of compression being the throttling valve 8, this by its actionA4 var ing the quantity of mixture per charge t Will be noted, from a reiterence to Figsu]` and'ir, that the stream of air inhaled during the suction stroke through the device'is divided', a part passing through the fuel vreceiving air conduit (2, 2a), and another partthrougli conduit 3. Now when the throttling valfvcfSis in such position of opening as to permit a' fully charge, the greatest quantity of i'nixture to be inhaled by the engine, thefneetflle valve, or fuel valve 31,

when liquid fuel is used, is adjusted to permit the proper quantity oil' fuel toobe drawn in, by the degree of vacuum than in the fuel receivin air conduit, to form a mixture most suitable for the coii'ipressioii then obtained. lt' now the speed of theengine tends torise above the normal, the governor operates the valye 8 to constrict or'reducc thc arca-ol tree aperturethrough poitf. By'tliisfreduction of fr ec aperture in the mixture outlet passage .4, the quantity of niixtuie`that it is possible to passA through ening of the quantity of air as it is in the present devices. By the action of the throttling valvcsf and 8 of my action, of simultaneously disproportionately varying the free apertures through ports- 7* and 8?* to obtain relatively higher degree of vacuum lin conduit 2 as the free apertures'` are being reduced and vice versa, has been herein explained) such relation of the degree 'of vacuumin conduits 2 and 3 is obtained that proportionately more-fuel will be drawn in as tlieguantity of air for the charge, and hence tie com rcssion, is reduced. Again, should now` t e speed of the engine tend to fall below the normal,`- the governor will "so operate the valves as toy increase the free vapertures through their ports, thus increasing the quantity of the air eliarge,'and hence, also thc compression,

but now the proportion of fuel will be decreased, the auxi iary throttling valve 7 So operating as to admit.proportionately more air through itsport 7, thereby proportionately decreasing. the vacuum in conduit 2, or conduit 2, whichever one may be used, or in both', if both are used simultaneously.v Thus the proportional eoiniipsition of the mixture will be varied when the compres- 'sionis varied, and iii such degree as to obtain the best results and economy in operation, The requisite degree in the variation of the proportions of fuel and air is attained by making suitable adjustments of rod 43 in length and in the position of ,pivot 17 in' the slot of arm 12, as alread explained.

In Fig. 2 :iv spring 18 is s iown. One end of thisfsping is secured to arin 12, the other` .passing through a lug 19, suitably cast on or fastened to theoutside of the easing, and having a nut 20, which rests against the lug 19, for adjusting its tension. The primar function of this spring is to keepthe slac t, or lost motion, in the connections between the valves and the governor always taken up in the same direction, to secure uniform action of the valves when the rod 11 is moved b ack and forth to thus secure closer regulation of speech. As shown, this spring 18 will, by its tension, tend to close device, (which the valves.` thus acting against the governori ball springs (S2. (Fig.l 5) and `with the c ntriit-ugal force ot the governor balls. If he spring 1S were so placed that its action would v`tend to open the valvesth'c primary func- .Y

tion would still be then obtained, though the estiment m tension en the governor-hall springs 62 Would have to be ieflueecl te obtain Same i speed on englne as before, sine@ new the r i i l i l spi-ing i8 would ziet against the centifitugfu force of the governoi' hulls, which. fui-ee is i also acted against by." Springs 32. it will also be :ipp ent that the speed et the eng-fine can he eluingeth'to Seine' extent.r by verying the tension en the spring' 18, and thie can be (iene While the engine iS in inetien. The initial djustments te obtain the flesired speed are. inzicie in tie adjustments provided for in the governor and. iteI een*v neetions te the valves In F 3 is shown a. inediicntien einploying ditierent valve actuating mechanism.

which is more clearly shown in Here the valve@ Y 8 derive their movement thi'eugh their respective anni ind 49, which are slotted te ieeeive pin in red fifi; this red receiveS movement i the governor red il thfeugli bell-erank Lever il. 45. @ne emi of the red 41:6 ie piveted in zii'ni 45'; the other enel iS carried in hall 5l7 being adapted te Siide in this lall 5l. which is loosely carried in socket formed in a sup` port piece 50. 'This suppeit pieee is Slotted as to he adjustable9 up and. down; heli 52 serves te secure the pieve 50 in n v clesii'ed position. it. will be noted that by le'sveiine the sletted piece 5 e. lowering' ef the pin el? in the i'cl will be effect end thus the z euecl While that. et :mn it) is engiheneii.

The ielative speeee of ietiitive meven'iei'zt ei valves 'i' and 8 will he changed, the valve T being ieveci relatively fzistei, in either iiiiection, than veiveS when the wel f-f moved t0 incl fre. Thus ilie seine Conditions will @i3-tain as will Obtain h v moving pivet li' .inte different positions in the Slet et arm i2 ei" the device Shown in l und Q. t will be noted that in the medi ielitien shown in and 4 this adjustmentreadily be matie while the engin is in uietion. fijustinent ef the el lai' edvuiee 0il one vulve ,vilh

of the other is; lieie eli'eei'eti in e of the Slotted aims te iieii' shui he by ineens ef set iseewe, er y supplemental uien, iigifliy Seeuieil e en the shafts. preei'ehly shaft ii. v to piveally ehi-1y the iettefi suitable ineens te @eure th plenientzzl and ih .etiefhieggetli eq. I

The

zitive angie s". et

i Siieci position erf mijiistnient. Thi@ rangeinen muy lee in ele se that ay he inzicle. while the t1 will he seen that eine espendingly, in 'he J i it 1 iotien. L

mente, eeii t niv of the ferm Shown in i912'. 5i een he matie es in the feiu'i of the device shown in Fig.

The mme conditions of reiativedegree of vice. shown in Fig'. i is el use menus fuels. i

hzfeu eziiing W This eli een dui u' thi.. spi 1 i il;Y open the f 1, il e gi'ee et vii e h Active pressure reducing) 'ee is employed. the vulve I3 :c ien in :inf eencluits 2 unil S ure thus 0bve in in vi 'e regulating ieiiuifiiip; prees-uve te T ie misti i'e pimlue'w iimiitieniien in Fig.

e t'mni Sheivv in euuni in onilu glpve. inet i there is ne V| hue u wistful, 'i i te permit Feeding et :is seen :i partial vacuum 1S eieiitecl. in conduit Q, l

t liv i in beth teinis.

vil

The forni et' niy Cieimvn adapted to ie gus is siii 21h15' supnet *show* lmvinglj :i

10'?? vzilve. Ruil 'CommuniuS tln'eugh peit 5G. emnuiuuiezites with nii' port eent'ielleil hiv zi S3 n nvnully closes the held iggzxinet its seat 5 The tension of .lv 51e adjusted, h v :incl 55, that the eountei'hul:ineed when l i'iei'init vlnlve to reutl- Thusziiljuetetl.

xe valve 53? 'will epeiute :is :i cheek vulve on yppliml hv n Sui-tien y D3 Sei-ves te inevent iii 'trein iusplant w e gus Supply 'undei' pi'eeSui-e :ind

'ieneeil vvith te anni;

-Q :uvzint anni neeilnot, he eastintegral :1. imi

ne: pipe after the eenipletion of Suction e: there heilig n pattini vzieuinn 1n such pr uueei :imi i'eejulatf e v the censiti* ii ij l is capable that el :itineepheie eieizi'iene of the are siinilii te these in l. The iehitive de it 2 and 3 is varied eine' reizitivfel-iY `in aiifiiv in er inhale, preiel, when the quantity 'nee the e niipies. ion.

eens fue! feeder false, thit vice versa.

ilni the-se vain he n'nule rieiizirv ely-limiet mi.' inintuye-pmumenig device ittzieheci te it.

l et 'l ein ne of valve tvvo or more fuel feedersfall to feed rod 64 and 65 and suitable valve levers. The igniter and its mechanism may he of any desired form. The governor halls 60,- suitably driven from the crank shaft, actuates the rod l1 through suitable connections,

causing this rod to move up or down as the speed varies. The rod ll, by its movements, operates the throttliug valve mechanism in such manner as to' obtain the valve actions, before described, namely, to control the quantity of each successive charge of mixture, varying-thequan-tity in such relation to the load as to maintain a. uniform speed.

*singl'ylinder gas engine, it is obvious that the device can readily, by means of, a suitable manifold, he attached tolengines having twol or more cylinders. Also, that instead et the double-winged throttling valves, which l prefer on account of their simplicity and their inherent balancing When under the air pressure, 'other forms of valves, such as the -mushroom or puppet valves, piston valves,

slid'l'valves, ete., may he employed, ir" cle-- sired. It is understood that the throttling valves should preferably he so designed and arranged that their action is not affected much by the action of the variahle suction. Such details as these, however, are matters of design for any particular adaptation and tor'manufacture, and may he varied and made to suit diderent conditions. For example, it may `he desired to adapt my device to use liquid fuels and gaseous fuels interchan `v,eahly, or even simultaneously. This condtion would he met hy suitably proportioningl the various conduits, ports and parli-s in my device, and suitably equipping it with el into conduit 2, which could he divided into conduits, if desired, as shown in l.

VVhenithe fuels that are to heused interchangeably differ much in thcirrespectivc heat values, as,k for instance, alcohol used f 'interchangeably with hlast furnace gas,` or

producer gas, some means ci regulating the air supply should he provided, 'for instance, a plug valve in the conduit 2, or as shown in Fig, l; this valve being ahead oi? the ftuel supply port so that the air supply can he' throttled and reduced to compensate for the necessary extra la quantity of lean fuel (blast furnace `gras, ctc.) when this is to he used, and to agaii'l increase the supply of air when the richer fuel is to he used. Those fannliar with the art understand that when .the lean gases, such as producer are used, the explosive mixture comprises about cames equal. quantities olthe gas and air, while D5 when richer fuels, such as natural gas or alcohol vapor, the relative quantities are in the neighborhood oli one of ituel to nine of air;'hence, the necessity of regulating the air supply when such fuels are to he used interchangeably and the engine desired to deliver its greatest power. ln suction gas producer plants, the heat value of producer gas is apt to vary during operation, the heat value heinp; higher just after charging in fresh coal; hence it is also desirable to he ahle to regulate the air supply While this fuel is lacing; used. @i course, the gas supe@ ply could here he regulated hy a valve, to compensate for the variations in heat valine ol the gas, but it 'is hvious that then the charges will he relatively smaller than when the air supply is regulated. However, such arrangements of parts in my structure as will he most suitable for any particular 8 condition, or conditionmand the many ad vantagcs of my device, will readily occur to those familiar with the art.

lWhat l claim as my invention, and desire to secure hy Letters-Patent, is:

l. A mixture-producing Eind speed-governingr device for gas engines, comprising, in

combination, a plurality of air conduits, each communicating' with an air supply, a valve in one of said conduits adapted to vary the i'rce opening' theretl'uough, a' fuel inlet port controlled hy' an adjustable valvel and adapted to iieed iuel into the other of said air conduits, means ii'or supplying` uel at constant pressure to the fuel inlet port, an outlet conduit in communication with said air conduits for the mixture of air and fuel, a valve in said outlet conduit and'. adapted to vary the tree opening@'there-` through, and means for actuating 'the valves in the conduits to vary the opening therethrough simultaneously and disproportionF are y.

mixture-producingr and speed-regulating device ior gas engines, comprising, in,

combination, a easing having' two air conduits therein and communicating with an air supply, a fuel supply, a ifuel inlet port suitably' adapted to feed 'luel from said fuel supply into one of said air conduits, a valve in the other of said air conduits and adapted to vary opening therethrough, a mixture outlet conduit communicating); with said two air conduits` a valve in said voutlet conduit adapted io vary ihe opening' therethrough, 120 means to ciiiect siunlltaneous action oit the v`lwo said valves controlling: the openings through thc conduits whereby said openings are varied in size. and means to ohtain relatively faster variation in one opening than. '12h in the other. i 3. ln a miXtureqnoducing and speed-gov .erning device for gas engines, the combina Cil means7 for effect tionate flow of i tion of an air supply, a fuel supply; a pair of air conduits, an adjustable fuel port adapted to convey fuel from the fuel supply into one of saidhir conduits, a mixture outlet passage in communication iwith said air conduits, a vflve in said outlet passage adapted to vary tree apertures therethrough, a valve in the other of said conduits adapted to vary free aperture therethrough, means for oaeratine said valves simultaneousl i' means operative. to regulate rate of movement of said valves, andaneans to adjust eorrelative positions of said valves.

4. In a mixture-produeing and speed-governing' device for engines, the combination of an air supply, a 'fuel supply, a plurality of air conduits connnunieating u'ith im air supply, a valve controlled fuel inlet `port for conveying fuel from the fuel supply to one'of said air conduits, a mixture outlet passage in eomn'iunieation with said air conduits, means for controllingv the quantity of mixture of fuel and air passing through the mixture outlet passage, and means for controlling"` siniultaneously with the controlling of the quantity of mixture, the relativeqn'antities of air passing' through each air conduit.

5. ln a mixture-producing and speed- Iufn'ermng; device for gras engines. the coinhination of a plurality of airI conduits in communication with an air supply, a valvecontrolled fuel port adapted to eonrey fu xl from a fuel supply to one of the air conduits, an outlet passage adapted to receive the air and fuel mixture from the air. conduits and 'Conroy same to the inlet port of a gras enejine, means-operative to vary and control the quantity lof mixture passing through the outlet passage, tirely connected with said quantity controllingr means to vary, simultaneously with variations of quantity of mixture, the relative lquantities of air passing` through each air conduit, and means 'to loperate, the quantity controlling` means.

G. ln a inixture-producing and speed- ,Q'orerning device for gas ene'ines,th'e combination, of ai air supply, a fuel supply, plurality ot' air conduits, each in communiel tion u'ith the air supply, valve-controlled fuel port, communica-ting the fuel supply with one. of the air conduits.v an loutletconduit in communication with the air conduits. means to induce a flow of air and fuel into the air conduits and through the outlet conduit,` operative 'means for controlling and varying` the quantity of mixture passing; through the or l At conduit, and means, operating; conlii ely with said operative e relatively disproportrough, and reduction pressure in, said air conof the internal air means operai tion ot air' supply, plurality of air conduits, Y

plurality of fuel supplies, each adapted to supply f uel into one of the air conduits through a valve-controlled port, an outlet passage adapted to receive the air and mixture .of fuel and air from the air conduits and conrey saine into a combustion chamber, means to regulate the supply of air into one of the air conduits, operatire'means to vary and control the quantity vof the mixture of fuel and air passing through the outlet passage, and means to vary, simultaneously with variations of quantity of mixture the relative (prantitiesl of air passing through each air conduit. y

S. ln a mixture-producing andspeed-governing device for ons engines, the combination of plurality of air ports comn'iunicating with an air supply, plurality of valve-controlled fuel ports. each communicating one of the air conduits with fuel supply, outlet pas-ange affordingY communication between the air conduits and the comluistion chamlier of a las engine, a gas engine Whose mechanisms are adapted to reduce the internal air prei-sure in its combustion chainlier, the air conduits and the outlet passage, and thus inhale charges of mixture of fuel and air. operative inea-ns for varying and controllingl the quantity of mixture for the charges, and means for effecting, simultaneously with variations of (piantit-y of mixture for the charges. u relatively dispropori tionate reduction of internal air conduits.

f). ln a 1nixture-produGingV and speed-governing device for engines. the combination of'a gras engine provided with governor, with a plurality of air conduits cornn'mnicating' withv an air supply, valve-controlled fuel port communicating one of the air conduits with fuel supply, outlet passage affording communication between the air conduits and tlieinlet port of the gras engine, means for varying Aand controlling the quantity of mixture inhaled by the gas engine during` the suction strokes, means cooperative with said quantity varying' and controlling means, to simultaneously and d@proportionately vary the quantity of air passing' through each air conduit, and an operative connection between the eugines governor and the means for varying and controlling the quantity of mixture for the charges. y A

l0. ln a mixture-producinej and speed- ,qovern'ing device for Kas engines. the combination, of an air' supply, a fuel supply. tivo, air conchiits, each lin eonnnunication pressure in the a v l v 955,703

with the air supply, an outat conduit in n aperture therethrough, and means to operate 'communcaon Wth the air conduits, a sai valves simultaneously, but in disproporvalVe-controled fue port, communicating tionate ratio. v theuel Supply with one of the air conduits, I HENRY JOSEPH PODLEAK.

5 .a valve in the other air conduit adapted to vwftnesses: vary the fr@ aperture tl'lerethrough, a valve CARRIE E. JORDAN,

m the outlet condult adapted to vary the free 

